`

[MAE]
[Project: High
speed Train
nose analysis] [505]
[ 12th May
[Computer Modeling of Complex Thermal-Fluid System]
2011]
Contents
1 Introduction of High Speed Train ............................................................................................... 3

1.1 Definition ........................................................................................................................... 3

1.2 History ............................................................................................................................... 3

1.3 Advantages ........................................................................................................................ 5

1.4 Objectives of the project ..................................................................................................... 5

1.5 Scope of work .................................................................................................................... 6

1.6 Computational fluid dynamics V/S Wind tunnel ................................................................. 6

1.7 Analysis of High Speed Train Nose using Different Geometry.............................................. 8

1.7.1 Input Parameters...................................................................................................... 13

1.8 Results ............................................................................................................................. 14

1.8.1 Top view configurations ........................................................................................... 14

1.8.2 Side View Configuration .......................................................................................... 15

1.9 Appendix.......................................................................................................................... 22

1.9.1 CCL for Case A .......................................................................................................... 22

1.9.2 CCL for Case B........................................................................................................... 25

1.9.3 CCL for Case C........................................................................................................... 28

1.9.4 CCL for Case D .......................................................................................................... 32

1.9.5 Convergence Residual Plots ...................................................................................... 36

1.9.6 Dimensions for the Model ........................................................................................ 37

1.9.7 References : ............................................................................................................. 41

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1 Introduction of High Speed Train

1.1 Definition

The UIC (International Union of Railways) defines high speed rail as services which
regularly operate at or above 250 km/h on new tracks, or 200 km/h on existing tracks.
A number of characteristics are common to most high speed rail systems. Curve
radius will often be the ultimate limiting factor in a train's speed, with passenger

discomfort often more important than the danger of derailment. Magnetic levitation
trains fall under the category of high speed rail due to their association with track
oriented vehicles; however their inability to operate on conventional railroads often
leads to their classification in a separate category.

1.2 History

The first high speed train in the world was opened by the Japan, between Tokyo and
Osaka, in time for 1964 Olympics. Ref. by High speed train of Japan and France.
Figure 1.1

Figure 1 a) JR East Shinkansen trains (Japan) and b) TGV (France)

The maximum speed of first Shinkansen (new trunk line) service was 210 km/h (131
mph) and took four hours between the two cities. Later on improving the vehicles,

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with maximum speed of 277 km/h (172 mph) took less than three hours. Within
several years, the digit of speed reached to 443 km/h (275 mph) for test runs in 1996

and finally up to a world record 581 km/h (361 mph) for maglev (magnetic levitation)
train in 2003. With a brief view on other high speed line, some countries will be
found in the competition. The table mentioned below introduces the most friendly
high speed rail countries and their speed of rail.

Records in Trial Runs

From the beginning of high speed train, the continuous modification, improvement
and aid of latest technology reaches the speed to 581 km/h (Japan MLX01). The
survey for land speed record for railed vehicles focus on digit of speed of different
nations. Ref. by High speed Rail from Wikipedia.

Table 1 - Speed line of nations

Year Nation Speed records (km/h) Remarks

1963 Japan 256 1st nation to develop HSR

1965 West Germany 200 2nd nation to develop HSR

1967 France 318 3rd nation to develop HSR

1974 France 430 High speed monorail train

1979 Japan 319

1981 France 380

1988 Italy 319 4th nation to develop HSR

1993 Japan 425

1993 Germany 450

1994 Japan 431

1996 Japan 446

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 2002 Spain 362 5th nation to develop HSR

2002 China 321 6th nation to develop HSR

2003 Japan 581 Current world record holder

2004 South Korea 352.4 7th nation to develop HSR

2007 France 574.8

2008 China 394.3

1.3 Advantages

1. Due to infrastructure design in many nations, highway and air travel systems
are constrained. It cannot expand and in many cases are overloaded. High
speed rail has the potential for high capacity on its fixed corridors and has the
potential relieve congestion on other transit systems.

2. High speed trains are also considered more energy efficient or equivalent to
other modes of transit per passenger mile.

3. In terms of possible passenger capacity, high speed trains can also reduce the
amount of land used per passenger when compared to cars on roads.

4. Well established high speed rail systems are more environmentally friendly
than air or road travel. This is due to lower energy consumption per passenger
kilometer.

5. Rail travel has considerably less weather dependency than does air travel.

1.4 Objectives of the project

On the increasing demand of high speed transportation vehicle it is necessary to have

a better design and good service that can be achieved only by continuous
improvement of high speed train nose. The purpose of this project is to address the

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 need for an Aerodynamic nose shape which will help in using various types of
geometries used as the High speed train1, while running on a normal terrain. This is
not enough to specify whole domain but it is only the problem on which one can keep
idea to invent a new horizon.

The ultimate goal is to optimize the shape of the nose by providing the smooth and
gradual flow of air around the nose of the train. 3 D models are developed using CAD
tool with proper surfacing.

1.5 Scope of work

Decide the way to obtain different geometry based on mathematical curves.

Study of aerodynamics around streamlines.
Study of CFD and its method for flow analysis.
Comparison of the results.

1.6 Computational fluid dynamics V/S Wind tunnel

The wind tunnel has played a leading role in aerodynamic performance analysis since
the first days of powered flight when the Wright brothers used a wind tunnel to
evaluate the lift and drag of the airfoil profiles. A wind tunnel simulates the
movement of an object (e.g. an aircraft, a train nose or a car) through air by placing a
stationary scale model of the object within a duct and either blowing or sucking air
through the duct. Mounting the model on a force balance allows measurement of
forces, such as drag and lift or downforce, as the air interacts with the scale model.
Later, wind tunnel testing was applied to automobiles to determine ways to reduce the
power required to move the vehicles on a roadways at a given speed. Ref. from
Wikipedia, NASA wind tunnel.

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 Figure 2 (NASA wind tunnel with the model of plane)

Air is blown or sucked through a duct equipped with a viewing port and instruments
where models and geometrical shapes are mounted for testing. Typically the air is
moved through the tunnel using a series of fans. For large wind tunnels a single large
fan is not practical so an array of multiple fans is used in parallel to provide sufficient
airflow.

Wind tunnel classification

a) Low speed wind tunnel: Low speed wind tunnels are used for operations at very low
mach number, with speeds in the test section up to 400 km/h (M = 0.3).

b) High speed wind tunnel: High subsonic wind tunnels (0.4 < M < 0.75) or transonic
wind tunnels (0.75 < M < 1.2) are designed on the same principles as the subsonic
wind tunnels. Transonic wind tunnels are able to achieve speeds close to the speeds of
sound.

c) Supersonic wind tunnel: A supersonic wind tunnel is a wind tunnel that produces
supersonic speeds (1.2<M<5) .

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 d) Hypersonic wind tunnel: A hypersonic wind tunnel is designed to generate a
hypersonic flow field in the working section. The speed of these tunnels varies from
Mach 5 to 15.

1.7 Analysis of High Speed Train Nose using Different Geometry

In this project we analyzed the following 4 models of the train nose to understand the
pressure acting on the face of the high speed train. The described side sectional views
are obtained from different curves. Mainly ellipse and parabola curves are taken to
develop sections. The various shapes are derived from general high speed train
geometry of different countries.

Figure 3 Model A: Section of straight edge, Model B: Section of elliptical curves, Model C: Section of
parabolic segment, Model D: Section of parabola curves – for dimensions refer appendix

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 Table 2 (Input Parameters)

STAGNATION PROPERTIES OF HIGH SPEED TRAIN NOSE

INPUT PARAMETERS

Train speed (Km/h) 320

Air pressure (Pa) 101325

Temperature (K) 300

Gas const (J/kg K) 287

Cp/Cv 1.4

For generating the mesh , we used the mesh enhancement features like inflation.

Figure 4 (Mesh for Model A)

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Mesh Statistics for Model A

Total number of nodes 397885

Total number of tetrahedral 2212594

Total number of pyramids 1618

Total number of prisms 8904

Total number of elements 2223116

Figure 5 (Mesh for Model B)

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Mesh Statistics for Model B

Total number of nodes 374669

Total number of tetrahedral 2094037
Total number of faces 64054
Total number of elements 2094037

Figure 6(Mesh for Model C)

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Mesh Statistics for Model C

Total number of nodes 599010

Total number of tetrahedral 3391588

Total number of pyramids 443

Total number of prisms 2137

Total number of elements 3394168

Figure 7(Mesh for Model D)

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 Mesh Statistics for Model D

Total number of nodes 109989

Total number of tetrahedral 591303

Total number of pyramids 1600

Total number of prisms 8088

Total number of elements 600991

1.7.1 Input Parameters

Component Feature Details

CFX-Pre User Mode General Mode

Analysis Type Steady State

Fluid Type Ideal Gas
Domain Type Single Domain
Turbulence Model Shear Stress Transport
Heat Transfer Isothermal
Boundary Conditions Inlet (Subsonic)

Outlet (Subsonic)

Side Wall: Free-Slip

Body: No-Slip

Timestep Physical Time Scale

CFX-Solver Manager Parallel processing

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1.8 Results
1.8.1 Top view configurations

The design for top sections is made on basis of smoother flow around the nose body,
less pressure gradient and relatively low stagnation area. The main criterion to adopt
for optimum design is drag and minimum static pressure.

When considering the top view (Fig 8.), we can see that the peak pressure is achieved
in the Model D with the maximum value of 4995 Pa. At the same time Model B has
the least pressure of 4851 Pa. The rectangular portion of the Model D is the reason for
having the maximum drag stagnation area. Model B appears to be the optimum shape
to have minimum value of the pressure.

Figure 8 (Figure showing the pressure distribution for the four geometries - Top view)

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 Smoother streamlines on side wall plays a vital role to keep train system with track.
This face can be seen in the Model B which have smooth transition without any
stagnation area being created on the sidewalls.

1.8.2 Side View Configuration

In this view as shown in fig 9 we can see that the Model C offers a large resistance to
speed with quite large stagnation area.

Figure 9 (Figure showing the pressure distribution for the four geometries - side view)

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The main reason to analyze the side section is to observe the negative pressure,
control vortex generation and minimizing the coefficient of moment. Because the
coefficient of moment must be less for the stability of the train on the track and this is
done by keeping the coefficient of lift to be minimum. The coefficient of drag is
calculated later in the project.

Figure 10 (Velocity Streamlines)

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Velocity Streamlines :

In Fig. 11 we can see that velocity streamlines travel smoothly over the streamline
bodies. We can observe in the plot, the red regions in the velocity field , where the
velocity is maximum. Pressure reduces in those regions since velocity in high. If such
regions are more at the top, it can lead to lift. We can see in the vortex formation on
the backside of the body. The motion of the fluid swirls rapidly around a center. The
speed and rate of rotation of the fluid are greatest at the center and progressively
decrease with distance from the center. Generally in High speed trains the back end is
made similar in geometry like the front. Hence these wakes are minimized.

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 Figure 11 (Pressure Contour)

In the figure 12, we can see the pressure contour. Here the highest pressure is
same in all the models but the area of the contour of not same. The smaller the
area of the contour, smaller is the force. We can see in the figure that the area for
the top two figure has relatively large area for the highest pressure. These area are
relatively small in the lower ones. Also we can observe the negative pressure
regions on the surface. For configuration Model A and Model C the stagnation
pressure as well as drag co-efficient is greater because for both configurations
portion on tip of nose may be affected due to larger surface area. The main
drawbacks for such type of shape are no smoother streamlines exists due to

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 straight edge rather than curved one. So the next target is to gain some side wall
of nose inclined to get smooth streamline and reduced drag as well as pressure.

1. DRAG

The force that oppose the relative motion of an object through a fluid. Also it is
called an air resistance which acts in a direction opposite to the oncoming flow
velocity. In an open air condition, the aerodynamic drag of the train is sum of the
normal force (pressure drag) and tangential force (skin friction drag). The
reference area A is defined as the area of the orthographic projection of the object
on a plane perpendicular to the direction of motion.

The drag force due to wind (air) acting on an object can be found by:

1
FD C DV 2 A (1)
2

where: FD = drag force (N)

CD = drag coefficient (no units)

V = velocity of object (m/s)

A = projected area (m2)

ρ = density of air (kg/m3) {1.2 kg/m3}

Here we will calculate the CD which is a number that is used to model all of the
complex dependencies of shape and flow conditions and this factor decides the
geometrical changes required to generate a better aero-dynamical shape.

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 With the help of CFX solver, we are able to calculate the force Fd in the direction
opposite to the velocity of the train.

Using the relation mentioned above we generated the following table to compare
the drag coefficient for the different geometries.

S. No. Force FD Area A CD

Model A 14128.5 [N] 8.55 0.34

Model B 17058.8 [N] 11.822 0.30

Model C 14748.3 [N] 8.87 0.35

Model D 11895.9 [N] 8.55 0.29

From the results we can see that the value of CD for the Model B and Model D are
almost similar with the least value of the coefficient of Drag. These two profiles
had the elliptical and the parabolic curve which provides a better aerodynamic
shape to the train nose.

2. LIFT

A fluid flowing past the surface of a body exerts force on it. The component of
this force that is perpendicular to the oncoming flow direction.

1
FL C LV 2 A (2)
2

where: FL = drag force (N)

CL = drag coefficient (no units)

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 V = velocity of object (m/s)

A = projected area (m2)

ρ = density of air (kg/m3) {1.2 kg/m3}

S. No. Force FD Area A CD

Model A 2355.09 31.01 0.016

Model B 3960.55 25.09 0.033

Model C 3177.34 10.3 0.065

Model D 5235.74 18 0.061

4.8 Closure

The guidelines set up for shape optimization of high speed train nose is very good
approach to have the best geometrical shape. The commercial CFX package for
flow simulation is one of the best tools to investigate the flow without having the
real wind tunnel. The study has been done in direction of shape optimization is
not limited to geometry but can also be extended to analyze the behavior of front
cab in storm and cross wind.

I would like to thanks Prof. Vanslooten, for the guidance and his presence during
executing the project.I would also like to thank him for giving a good
understanding of the mesh element in this classes.

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1.9 Appendix
1.9.1 CCL for Case A

+---------------------------------------------+ END
| | THERMAL CONDUCTIVITY:
| CFX Command Language for Run Option = Value
| Thermal Conductivity = 2.61E-2 [W m^-
| | 1 K^-1]
+------------------------------------------------------+ END
ABSORPTION COEFFICIENT:
LIBRARY: Absorption Coefficient = 0.01 [m^-1]
MATERIAL: Air Ideal Gas Option = Value
Material Description = Air Ideal Gas END
(constant Cp) SCATTERING COEFFICIENT:
Material Group = Air Data, Calorically Option = Value
Perfect Ideal Gases Scattering Coefficient = 0.0 [m^-1]
Option = Pure Substance END
Thermodynamic State = Gas REFRACTIVE INDEX:
PROPERTIES: Option = Value
Option = General Material Refractive Index = 1.0 [m m^-1]
EQUATION OF STATE: END
Molar Mass = 28.96 [kg kmol^-1] END
Option = Ideal Gas END
END END
SPECIFIC HEAT CAPACITY: FLOW: Flow Analysis 1
Option = Value SOLUTION UNITS:
Specific Heat Capacity = 1.0044E+03 [J Angle Units = [rad]
kg^-1 K^-1] Length Units = [m]
Specific Heat Type = Constant Pressure Mass Units = [kg]
END Solid Angle Units = [sr]
REFERENCE STATE: Temperature Units = [K]
Option = Specified Point Time Units = [s]
Reference Pressure = 1 [atm] END
Reference Specific Enthalpy = 0. [J/kg] ANALYSIS TYPE:
Reference Specific Entropy = 0. [J/kg/K] Option = Steady State
Reference Temperature = 25 [C] EXTERNAL SOLVER COUPLING:
END Option = None
DYNAMIC VISCOSITY: END
Dynamic Viscosity = 1.831E-05 [kg m^-1 END
s^-1] DOMAIN: Default Domain Modified
Option = Value Coord Frame = Coord 0

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 Domain Type = Fluid END
Location = B110 END
BOUNDARY: body BOUNDARY: wall
Boundary Type = WALL Boundary Type = WALL
Location = Default 2D Region Location = free1,free2,free3,free4
BOUNDARY CONDITIONS: BOUNDARY CONDITIONS:
MASS AND MOMENTUM: MASS AND MOMENTUM:
Option = No Slip Wall Option = Free Slip Wall
END END
WALL ROUGHNESS: END
Option = Smooth Wall END
END DOMAIN MODELS:
END BUOYANCY MODEL:
END Option = Non Buoyant
BOUNDARY: inlet END
Boundary Type = INLET DOMAIN MOTION:
Location = inlet Option = Stationary
BOUNDARY CONDITIONS: END
FLOW REGIME: MESH DEFORMATION:
Option = Subsonic Option = None
END END
MASS AND MOMENTUM: REFERENCE PRESSURE:
Normal Speed = 320 [km hr^-1] Reference Pressure = 1 [atm]
Option = Normal Speed END
END END
TURBULENCE: FLUID DEFINITION: Fluid 1
Option = Medium Intensity and Eddy Material = Air Ideal Gas
Viscosity Ratio Option = Material Library
END MORPHOLOGY:
END Option = Continuous Fluid
END END
BOUNDARY: outlet END
Boundary Type = OUTLET FLUID MODELS:
Location = outlet COMBUSTION MODEL:
BOUNDARY CONDITIONS: Option = None
FLOW REGIME: END
Option = Subsonic HEAT TRANSFER MODEL:
END Fluid Temperature = 25 [C]
MASS AND MOMENTUM: Option = Isothermal
Option = Average Static Pressure END
Pressure Profile Blend = 0.05 THERMAL RADIATION MODEL:
Relative Pressure = 0 [Pa] Option = None
END END
PRESSURE AVERAGING: TURBULENCE MODEL:
Option = Average Over Whole Outlet Option = SST
END END

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 TURBULENT WALL FUNCTIONS: END
Option = Automatic PARALLEL HOST LIBRARY:
END HOST DEFINITION: edge.ccr.buffalo.edu
END Host Architecture String = linux-amd64
END Installation Root = /util/cfx/ansys-
OUTPUT CONTROL: 13.0/ansys_inc/v%v/CFX
RESULTS: END
File Compression Level = Default END
Option = Standard PARTITIONER STEP CONTROL:
END Multidomain Option = Independent
END Partitioning
SOLVER CONTROL: Runtime Priority = Standard
Turbulence Numerics = First Order EXECUTABLE SELECTION:
ADVECTION SCHEME: Use Large Problem Partitioner = Off
Option = High Resolution END
END MEMORY CONTROL:
CONVERGENCE CONTROL: Memory Allocation Factor = 1.0
Length Scale Option = Conservative END
Maximum Number of Iterations = 100 PARTITIONING TYPE:
Minimum Number of Iterations = 1 MeTiS Type = k-way
Timescale Control = Auto Timescale Option = MeTiS
Timescale Factor = 1.0 Partition Size Rule = Automatic
END Partition Weight Factors = 0.25000,
CONVERGENCE CRITERIA: 0.25000, 0.25000, 0.25000
Residual Target = 0.00001 END
Residual Type = RMS END
END RUN DEFINITION:
DYNAMIC MODEL CONTROL: Run Mode = Full
Global Dynamic Model Control = On Solver Input File =
END /ifs/user/mandeeps/final_002.res.def
END END
END SOLVER STEP CONTROL:
COMMAND FILE: Runtime Priority = Standard
Results Version = 13.0 MEMORY CONTROL:
Version = 13.0 Memory Allocation Factor = 1.0
END END
SIMULATION CONTROL: PARALLEL ENVIRONMENT:
EXECUTION CONTROL: Number of Processes = 4
EXECUTABLE SELECTION: Start Method = HP MPI Local Parallel
Double Precision = Off Parallel Host List =
END edge.ccr.buffalo.edu*4
INTERPOLATOR STEP CONTROL: END
Runtime Priority = Standard END
MEMORY CONTROL: END
Memory Allocation Factor = 1.0 END
END

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1.9.2 CCL for Case B

DYNAMIC VISCOSITY:
+---------------------------------------------------------+ Dynamic Viscosity = 1.831E-05 [kg m^-1
| | s^-1]
| CFX Command Language for Run Option = Value
| END
| | THERMAL CONDUCTIVITY:
+---------------------------------------------------------+ Option = Value
Thermal Conductivity = 2.61E-02 [W m^-
LIBRARY: 1 K^-1]
MATERIAL: Air at 25 C END
Material Description = Air at 25 C and 1 ABSORPTION COEFFICIENT:
atm (dry) Absorption Coefficient = 0.01 [m^-1]
Material Group = Air Data, Constant Option = Value
Property Gases END
Option = Pure Substance SCATTERING COEFFICIENT:
Thermodynamic State = Gas Option = Value
PROPERTIES: Scattering Coefficient = 0.0 [m^-1]
Option = General Material END
EQUATION OF STATE: REFRACTIVE INDEX:
Density = 1.185 [kg m^-3] Option = Value
Molar Mass = 28.96 [kg kmol^-1] Refractive Index = 1.0 [m m^-1]
Option = Value END
END THERMAL EXPANSIVITY:
SPECIFIC HEAT CAPACITY: Option = Value
Option = Value Thermal Expansivity = 0.003356 [K^-1]
Specific Heat Capacity = 1.0044E+03 [J END
kg^-1 K^-1] END
Specific Heat Type = Constant Pressure END
END END
REFERENCE STATE: FLOW: Flow Analysis 1
Option = Specified Point SOLUTION UNITS:
Reference Pressure = 1 [atm] Angle Units = [rad]
Reference Specific Enthalpy = 0. [J/kg] Length Units = [m]
Reference Specific Entropy = 0. [J/kg/K] Mass Units = [kg]
Reference Temperature = 25 [C] Solid Angle Units = [sr]
END Temperature Units = [K]
 Time Units = [s] Normal Speed = 320 [km hr^-1]
END Option = Normal Speed
ANALYSIS TYPE: END
Option = Steady State TURBULENCE:
EXTERNAL SOLVER COUPLING: Option = Medium Intensity and Eddy
Option = None Viscosity Ratio
END END
END END
DOMAIN: Default Domain Modified END
Coord Frame = Coord 0 BOUNDARY: outlet
Domain Type = Fluid Boundary Type = OUTLET
Location = B39 Location = outlet
BOUNDARY: Default Domain Modified BOUNDARY CONDITIONS:
Default FLOW REGIME:
Boundary Type = WALL Option = Subsonic
Location = \ END
MASS AND MOMENTUM:
F47.39,F48.39,F49.39,F50.39,F51.39,F52.39,F Option = Average Static Pressure
53.39,F54.39,F55.39,F56.39\ Pressure Profile Blend = 0.05
,F57.39 Relative Pressure = 0 [Pa]
BOUNDARY CONDITIONS: END
MASS AND MOMENTUM: PRESSURE AVERAGING:
Option = No Slip Wall Option = Average Over Whole Outlet
END END
WALL ROUGHNESS: END
Option = Smooth Wall END
END DOMAIN MODELS:
END BUOYANCY MODEL:
END Option = Non Buoyant
BOUNDARY: free END
Boundary Type = WALL DOMAIN MOTION:
Location = free1,free2,free3,free4 Option = Stationary
BOUNDARY CONDITIONS: END
MASS AND MOMENTUM: MESH DEFORMATION:
Option = Free Slip Wall Option = None
END END
END REFERENCE PRESSURE:
END Reference Pressure = 1 [atm]
BOUNDARY: inlet END
Boundary Type = INLET END
Location = inlet FLUID DEFINITION: Fluid 1
BOUNDARY CONDITIONS: Material = Air at 25 C
FLOW REGIME: Option = Material Library
Option = Subsonic MORPHOLOGY:
END Option = Continuous Fluid
MASS AND MOMENTUM: END

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 END END
FLUID MODELS: COMMAND FILE:
COMBUSTION MODEL: Results Version = 13.0
Option = None Version = 13.0
END END
HEAT TRANSFER MODEL: SIMULATION CONTROL:
Fluid Temperature = 300 [K] EXECUTION CONTROL:
Option = Isothermal EXECUTABLE SELECTION:
END Double Precision = Off
THERMAL RADIATION MODEL: END
Option = None INTERPOLATOR STEP CONTROL:
END Runtime Priority = Standard
TURBULENCE MODEL: MEMORY CONTROL:
Option = SST Memory Allocation Factor = 1.0
END END
TURBULENT WALL FUNCTIONS: END
Option = Automatic PARALLEL HOST LIBRARY:
END HOST DEFINITION: edge.ccr.buffalo.edu
END Host Architecture String = linux-amd64
END Installation Root = /util/cfx/ansys-
OUTPUT CONTROL: 13.0/ansys_inc/v%v/CFX
RESULTS: END
File Compression Level = Default END
Option = Standard PARTITIONER STEP CONTROL:
END Multidomain Option = Independent
END Partitioning
SOLVER CONTROL: Runtime Priority = Standard
Turbulence Numerics = First Order EXECUTABLE SELECTION:
ADVECTION SCHEME: Use Large Problem Partitioner = Off
Option = High Resolution END
END MEMORY CONTROL:
CONVERGENCE CONTROL: Memory Allocation Factor = 1.0
Length Scale Option = Conservative END
Maximum Number of Iterations = 200 PARTITIONING TYPE:
Minimum Number of Iterations = 1 MeTiS Type = k-way
Timescale Control = Auto Timescale Option = MeTiS
Timescale Factor = 1.0 Partition Size Rule = Automatic
END Partition Weight Factors = 0.25000,
CONVERGENCE CRITERIA: 0.25000, 0.25000, 0.25000
Residual Target = 0.00001 END
Residual Type = RMS END
END RUN DEFINITION:
DYNAMIC MODEL CONTROL: Run Mode = Full
Global Dynamic Model Control = On Solver Input File =
END /ifs/user/mandeeps/model2.def
END INITIAL VALUES SPECIFICATION:

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 INITIAL VALUES CONTROL:
Continue History From = Initial Values 1
Use Mesh From = Solver Input File
END
INITIAL VALUES: Initial Values 1
File Name =
/ifs/user/mandeeps/model2_012.res
Option = Results File
END
END
END
SOLVER STEP CONTROL:
Runtime Priority = Standard
MEMORY CONTROL:
Memory Allocation Factor = 1.0
END
PARALLEL ENVIRONMENT:
Number of Processes = 4
Start Method = HP MPI Local Parallel
Parallel Host List =
edge.ccr.buffalo.edu*4
END
END
END
END

1.9.3 CCL for Case C

Thermodynamic State = Gas

PROPERTIES:
+--------------------------------------------------------+ Option = General Material
| | EQUATION OF STATE:
| CFX Command Language for Run Molar Mass = 28.96 [kg kmol^-1]
| Option = Ideal Gas
| | END
+--------------------------------------------------------+ SPECIFIC HEAT CAPACITY:
Option = Value
LIBRARY: Specific Heat Capacity = 1.0044E+03 [J
MATERIAL: Air Ideal Gas kg^-1 K^-1]
Material Description = Air Ideal Gas Specific Heat Type = Constant Pressure
(constant Cp) END
Material Group = Air Data, Calorically REFERENCE STATE:
Perfect Ideal Gases Option = Specified Point
Option = Pure Substance Reference Pressure = 1 [atm]

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 Reference Specific Enthalpy = 0. [J/kg] Domain Type = Fluid
Reference Specific Entropy = 0. [J/kg/K] Location = B73
Reference Temperature = 25 [C] BOUNDARY: Default Domain Modified
END Default
DYNAMIC VISCOSITY: Boundary Type = WALL
Dynamic Viscosity = 1.831E-05 [kg m^-1 Location = \
s^-1]
Option = Value F100.73,F101.73,F102.73,F103.73,F80.73,F81.
END 73,F82.73,F83.73,F84.73,F8\
THERMAL CONDUCTIVITY:
Option = Value 5.73,F86.73,F87.73,F88.73,F89.73,F90.73,F91.
Thermal Conductivity = 2.61E-2 [W m^-1 73,F92.73,F93.73,F94.73,F\
K^-1] 95.73,F96.73,F97.73,F98.73,F99.73
END BOUNDARY CONDITIONS:
ABSORPTION COEFFICIENT: MASS AND MOMENTUM:
Absorption Coefficient = 0.01 [m^-1] Option = No Slip Wall
Option = Value END
END WALL ROUGHNESS:
SCATTERING COEFFICIENT: Option = Smooth Wall
Option = Value END
Scattering Coefficient = 0.0 [m^-1] END
END END
REFRACTIVE INDEX: BOUNDARY: free
Option = Value Boundary Type = WALL
Refractive Index = 1.0 [m m^-1] Location = free1,free2,free3,free4
END BOUNDARY CONDITIONS:
END MASS AND MOMENTUM:
END Option = Free Slip Wall
END END
FLOW: Flow Analysis 1 END
SOLUTION UNITS: END
Angle Units = [rad] BOUNDARY: inlet
Length Units = [m] Boundary Type = INLET
Mass Units = [kg] Location = inlet
Solid Angle Units = [sr] BOUNDARY CONDITIONS:
Temperature Units = [K] FLOW REGIME:
Time Units = [s] Option = Subsonic
END END
ANALYSIS TYPE: MASS AND MOMENTUM:
Option = Steady State Normal Speed = 320 [km hr^-1]
EXTERNAL SOLVER COUPLING: Option = Normal Speed
Option = None END
END TURBULENCE:
END Option = Medium Intensity and Eddy
DOMAIN: Default Domain Modified Viscosity Ratio
Coord Frame = Coord 0 END

29 | P a g e
 END Option = Isothermal
END END
BOUNDARY: outlet THERMAL RADIATION MODEL:
Boundary Type = OUTLET Option = None
Location = outlet END
BOUNDARY CONDITIONS: TURBULENCE MODEL:
FLOW REGIME: Option = SST
Option = Subsonic END
END TURBULENT WALL FUNCTIONS:
MASS AND MOMENTUM: Option = Automatic
Option = Average Static Pressure END
Pressure Profile Blend = 0.05 END
Relative Pressure = 0 [Pa] END
END OUTPUT CONTROL:
PRESSURE AVERAGING: RESULTS:
Option = Average Over Whole Outlet File Compression Level = Default
END Option = Standard
END END
END END
DOMAIN MODELS: SOLVER CONTROL:
BUOYANCY MODEL: Turbulence Numerics = First Order
Option = Non Buoyant ADVECTION SCHEME:
END Option = High Resolution
DOMAIN MOTION: END
Option = Stationary CONVERGENCE CONTROL:
END Length Scale Option = Conservative
MESH DEFORMATION: Maximum Number of Iterations = 200
Option = None Minimum Number of Iterations = 1
END Timescale Control = Auto Timescale
REFERENCE PRESSURE: Timescale Factor = 1.0
Reference Pressure = 1 [atm] END
END CONVERGENCE CRITERIA:
END Residual Target = 0.00001
FLUID DEFINITION: Fluid 1 Residual Type = RMS
Material = Air Ideal Gas END
Option = Material Library DYNAMIC MODEL CONTROL:
MORPHOLOGY: Global Dynamic Model Control = On
Option = Continuous Fluid END
END END
END END
FLUID MODELS: COMMAND FILE:
COMBUSTION MODEL: Results Version = 13.0
Option = None Version = 13.0
END END
HEAT TRANSFER MODEL: SIMULATION CONTROL:
Fluid Temperature = 25 [C] EXECUTION CONTROL:

30 | P a g e
 EXECUTABLE SELECTION: /ifs/user/mandeeps/model3revised_006.res
Double Precision = Off Option = Results File
END END
INTERPOLATOR STEP CONTROL: END
Runtime Priority = Standard END
MEMORY CONTROL: SOLVER STEP CONTROL:
Memory Allocation Factor = 1.0 Runtime Priority = Standard
END MEMORY CONTROL:
END Memory Allocation Factor = 1.0
PARALLEL HOST LIBRARY: END
HOST DEFINITION: edge.ccr.buffalo.edu PARALLEL ENVIRONMENT:
Host Architecture String = linux-amd64 Number of Processes = 8
Installation Root = /util/cfx/ansys- Start Method = HP MPI Local Parallel
13.0/ansys_inc/v%v/CFX Parallel Host List =
END edge.ccr.buffalo.edu*8
END END
PARTITIONER STEP CONTROL: END
Multidomain Option = Independent END
Partitioning END
Runtime Priority = Standard
EXECUTABLE SELECTION:
Use Large Problem Partitioner = Off
END
MEMORY CONTROL:
Memory Allocation Factor = 1.0
END
PARTITIONING TYPE:
MeTiS Type = k-way
Option = MeTiS
Partition Size Rule = Automatic
Partition Weight Factors = 0.12500,
0.12500, 0.12500, 0.12500, \
0.12500, 0.12500, 0.12500, 0.12500
END
END
RUN DEFINITION:
Run Mode = Full
Solver Input File =
/ifs/user/mandeeps/model3revised.def
INITIAL VALUES SPECIFICATION:
INITIAL VALUES CONTROL:
Continue History From = Initial Values 1
Use Mesh From = Solver Input File
END
INITIAL VALUES: Initial Values 1
File Name =

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1.9.4 CCL for Case D

THERMAL CONDUCTIVITY:
+--------------------------------------------------------+ Option = Value
| | Thermal Conductivity = 2.61E-2 [W m^-1
| CFX Command Language for Run K^-1]
| END
| | ABSORPTION COEFFICIENT:
+--------------------------------------------------------+ Absorption Coefficient = 0.01 [m^-1]
Option = Value
LIBRARY: END
MATERIAL: Air Ideal Gas SCATTERING COEFFICIENT:
Material Description = Air Ideal Gas Option = Value
(constant Cp) Scattering Coefficient = 0.0 [m^-1]
Material Group = Air Data, Calorically END
Perfect Ideal Gases REFRACTIVE INDEX:
Option = Pure Substance Option = Value
Thermodynamic State = Gas Refractive Index = 1.0 [m m^-1]
PROPERTIES: END
Option = General Material END
EQUATION OF STATE: END
Molar Mass = 28.96 [kg kmol^-1] END
Option = Ideal Gas FLOW: Flow Analysis 1
END SOLUTION UNITS:
SPECIFIC HEAT CAPACITY: Angle Units = [rad]
Option = Value Length Units = [m]
Specific Heat Capacity = 1.0044E+03 [J Mass Units = [kg]
kg^-1 K^-1] Solid Angle Units = [sr]
Specific Heat Type = Constant Pressure Temperature Units = [K]
END Time Units = [s]
REFERENCE STATE: END
Option = Specified Point ANALYSIS TYPE:
Reference Pressure = 1 [atm] Option = Steady State
Reference Specific Enthalpy = 0. [J/kg] EXTERNAL SOLVER COUPLING:
Reference Specific Entropy = 0. [J/kg/K] Option = None
Reference Temperature = 25 [C] END
END END
DYNAMIC VISCOSITY: DOMAIN: Default Domain Modified
Dynamic Viscosity = 1.831E-05 [kg m^-1 Coord Frame = Coord 0
s^-1] Domain Type = Fluid
Option = Value Location = B153
END BOUNDARY: Default Domain Modified
Default Location = inlet
Boundary Type = WALL BOUNDARY CONDITIONS:
Location = \ FLOW REGIME:
Option = Subsonic
F160.153,F161.153,F162.153,F163.153,F164.1 END
53,F165.153,F166.153,F167.1\ MASS AND MOMENTUM:
Normal Speed = 320 [km hr^-1]
53,F168.153,F169.153,F170.153,F171.153,F17 Option = Normal Speed
2.153,F173.153,F174.153,F17\ END
TURBULENCE:
5.153,F176.153,F177.153,F178.153,F179.153, Eddy Length Scale = 1 [m]
F180.153,F181.153,F182.153,\ Fractional Intensity = 0.05
Option = Intensity and Length Scale
F183.153,F184.153,F185.153,F186.153,F187.1 END
53,F188.153,F189.153,F190.1\ END
END
53,F191.153,F192.153,F193.153,F194.153,F19 BOUNDARY: outlet
5.153,F196.153,F197.153,F19\ Boundary Type = OUTLET
Location = outlet
8.153,F199.153,F200.153,F201.153,F202.153, BOUNDARY CONDITIONS:
F203.153,F204.153,F205.153,\ FLOW REGIME:
Option = Subsonic
F206.153,F207.153,F208.153,F209.153,F210.1 END
53,F211.153,F212.153,F213.1\ MASS AND MOMENTUM:
Option = Average Static Pressure
53,F214.153,F215.153,F216.153,F217.153 Pressure Profile Blend = 0.05
BOUNDARY CONDITIONS: Relative Pressure = 0 [Pa]
MASS AND MOMENTUM: END
Option = No Slip Wall PRESSURE AVERAGING:
END Option = Average Over Whole Outlet
WALL ROUGHNESS: END
Option = Smooth Wall END
END END
END DOMAIN MODELS:
END BUOYANCY MODEL:
BOUNDARY: free Option = Non Buoyant
Boundary Type = WALL END
Location = free1,free2,free3,free4 DOMAIN MOTION:
BOUNDARY CONDITIONS: Option = Stationary
MASS AND MOMENTUM: END
Option = Free Slip Wall MESH DEFORMATION:
END Option = None
END END
END REFERENCE PRESSURE:
BOUNDARY: inlet Reference Pressure = 1 [atm]
Boundary Type = INLET END

33 | P a g e
 END Residual Target = 0.00001
FLUID DEFINITION: Fluid 1 Residual Type = RMS
Material = Air Ideal Gas END
Option = Material Library DYNAMIC MODEL CONTROL:
MORPHOLOGY: Global Dynamic Model Control = On
Option = Continuous Fluid END
END END
END END
FLUID MODELS: COMMAND FILE:
COMBUSTION MODEL: Results Version = 13.0
Option = None Version = 13.0
END END
HEAT TRANSFER MODEL: SIMULATION CONTROL:
Fluid Temperature = 25 [C] EXECUTION CONTROL:
Option = Isothermal EXECUTABLE SELECTION:
END Double Precision = Off
THERMAL RADIATION MODEL: END
Option = None INTERPOLATOR STEP CONTROL:
END Runtime Priority = Standard
TURBULENCE MODEL: MEMORY CONTROL:
Option = SST Memory Allocation Factor = 1.0
END END
TURBULENT WALL FUNCTIONS: END
Option = Automatic PARALLEL HOST LIBRARY:
END HOST DEFINITION: edge.ccr.buffalo.edu
END Host Architecture String = linux-amd64
END Installation Root = /util/cfx/ansys-
OUTPUT CONTROL: 13.0/ansys_inc/v%v/CFX
RESULTS: END
File Compression Level = Default END
Option = Standard PARTITIONER STEP CONTROL:
END Multidomain Option = Independent
END Partitioning
SOLVER CONTROL: Runtime Priority = Standard
Turbulence Numerics = First Order EXECUTABLE SELECTION:
ADVECTION SCHEME: Use Large Problem Partitioner = Off
Option = High Resolution END
END MEMORY CONTROL:
CONVERGENCE CONTROL: Memory Allocation Factor = 1.0
Length Scale Option = Conservative END
Maximum Number of Iterations = 200 PARTITIONING TYPE:
Minimum Number of Iterations = 1 MeTiS Type = k-way
Timescale Control = Auto Timescale Option = MeTiS
Timescale Factor = 1.0 Partition Size Rule = Automatic
END Partition Weight Factors = 0.25000,
CONVERGENCE CRITERIA: 0.25000, 0.25000, 0.25000

34 | P a g e
 END
END
RUN DEFINITION:
Run Mode = Full
Solver Input File =
/ifs/user/mandeeps/model4.def
END
SOLVER STEP CONTROL:
Runtime Priority = Standard
MEMORY CONTROL:
Memory Allocation Factor = 1.0
END
PARALLEL ENVIRONMENT:
Number of Processes = 4
Start Method = HP MPI Local Parallel
Parallel Host List =
edge.ccr.buffalo.edu*4
END
END
END
END

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1.9.5 Convergence Residual Plots

Figure 12(Model A) Figure 13(Model B)

Figure 14(Model C) Figure 15(Model D)

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1.9.6 Dimensions for the Model

MODEL A

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MODEL B

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MODEL C

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MODEL D

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1.9.7 References :

1. TIAN HONG-qi “Formation mechanisms of aerodynamic drag of high-speed train

and some reduction measures” J.Cent. South Univ. Technol. (2009) 16:0166- 0171.

2. E. Lorriaux, N. Bourabaa and F. Monnoyer “Aerodynamic optimization of railway

motor coaches” University of Valenciennes, France.

3. Samuel Holmes, Martin Schroder, Elton Toma “High Speed passanger and intercity
train aerodynamic computer modeling”, The 2000 International Mechanical
Engineering Congress & Exposition November 5-10, 2000, Florida.

4. Milan Schuster “CFD Methods in industrial applications – Vehicle external

aerodynamics and aerodynamic interaction of moving vehicles” XXI ICTAM, 15-21
August 2004, Poland.

5. Jongsoo Lee and Junghui Kim “Approximate optimization of high-speed train nose
shape for reducing micropressure wave”, Struct Multidisc Optim (2008).

6. Charles-Andre LEMARIE, Nachida BOURABAA and Francois MONNOYER

“Aerodynamic optimization in railway transportation:numerical and experimental
approach”

7. CFX Tutorials - Bluntbody

8. Wikipedia.com

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